Renault Captur vs Nissan Qashqai

What's the difference?

There’s no denying the Captur RS Line is expensive.

But it’s also sophisticated, cultured, comfy, friendly and fun, possessing a quality and capability normally expected – but rarely delivered as roundly – in more premium-branded small SUVs. Seen in this light, the Renault’s value is relative.

Better still, if the price is just too rich for you, there are three cheaper grades offering equal promise. Which is why the charming Captur deserves to succeed in Australia.

$40,800 before on-road costs

Based on new car retail price

So, should you give up on the Qashqai e-Power, or surrender to its many and varied charms? Well, when the Japanese brand really tries, as it clearly has here, Nissan can be as imaginative and as innovative as any carmaker on the planet.

And given the latest Qashqai out of Europe is so advanced and unique within its SUV category, this deserves to be on everybody’s shortlist. With e-Power under that pretty bonnet, this Ti is a leader, not a follower. This underdog could win best-in-show!

Note: CarsGuide attended this event as a guest of the manufacturer with accommodation and meals provided.

The original Captur was huge in Europe because it was keenly priced, looked good, drove well (being based on the agile Clio IV supermini sure helped) and was intelligently packaged (offering a sliding rear seat).

It’s no shock, then, that the second-gen version revealed in France during 2019 gently evolved the concept with a broader stance, sharper edges and expanded cabin space as a result of a 20mm longer wheelbase and 110mm of increased body length, improving rear legroom and cargo capacity in the process.

Built on the Renault-Nissan-Mitsubishi Alliance’s CMF-B (Common Module Family, B-segment) platform in Spain and shared with the latest Clio (5) sadly not sold in Australia, it benefits from being stronger and sturdier than before, cutting noise levels inside.

Nearly three years on, Captur II remains a handsome and pleasingly proportioned machine, looking somewhat larger than the CX-3 and Puma, yet still trim and taut enough to avoid seeming too big for urban buyers seeking a compact crossover. Its size fits.

Kudos to Renault Australia importers Ateco Automotive for offering interesting, vibrant colour options.

There’s nothing radical or ground-breaking about the third-gen version’s styling, other than it’s pretty and unmistakably a Qashqai. Even from tens of metres away. That’s a hallmark of good design.

But, like an Oscar’s worthy red-carpet outfit, the familiar lines remain classy on this third imagining, with a particularly strong front-end LED lighting graphics presence against a modern grille treatment, pleasing classical proportions and an elegantly executed posterior.

Unless you’re a train spotter-type or work for Nissan PR, it’s easy to miss the very minor details setting this particular Ti apart. Nissan dubs the extra glossy black lipstick up front as its ‘premium grille’ appearance. There’s a smattering of e-Power badges. And ground clearance drops 5.0mm, to 175mm. That’s it.

As with all current Qashqais, the e-Power offers larger packaging compared to before, as a result of adopting a fresh “global Renault-Nissan-Mitsubishi Alliance platform”. The upshot is a longer, wider and taller small SUV, to the tune of 31, 30 and 29mm, respectively.

And, for the benefit of rear seat occupants, the wheelbase has also been stretched by 19mm.

It’s worth noting that, despite Nissan’s best efforts to keep the kilos down by deploying aluminium for the doors, bonnet and front guards (resulting in a commendable 60kg saving while body stiffness rises by 41 per cent), the e-Power attracts a hefty 200kg penalty over the ICE Ti.

Does this adversely affect efficiency? Please keep reading to find out.

There’s no denying how compact the Captur is inside as well. Again, that French city-car DNA shines through clearly.

Yet that doesn’t mean the cabin is cramped or tight, thanks to packaging that’s very intelligently executed, to the point where it will have you thinking twice about needing a larger SUV.

Additionally, the dashboard's layout and ambience possess a Euro chic that is also reflected in the quality feel of most of the switchgear and controls. Even the hard plasticky bits hidden in the lower regions of the console and doors avoid seeming cheap.

The RS Line’s cloth/artificial leather combo with its red striping and contrasting stitching plays up to the SUV’s athletic ambitions; ambient lighting choices are plentiful; the steering wheel is a chunky three-spoke affair that’s lovely to hold and behold; the paddle shifters are astutely sited; and the overall finish corresponds with the Captur’s lofty positioning.

That said, the dash’s design looks a little mid-to-late-last decade, with the 9.3-inch portrait touchscreen already dated after the Cinemascopic hyperscreens dominating the cabins of the latest Mercedes-Benzes, Havals, electrified Hyundais/Kias and others. Remember, the Renault's already celebrated its third birthday in France.

Yet the colourful multimedia system itself is thankfully fast and glitch-free, with clear and easy to understand functionality. The same applies to the RS Line’s digital instrumentation, which are configurable according to which of the drive settings (default/normal ‘My Sense’, Sport or Eco) are chosen. In this regard, the Captur's dash looks bang up-to-date.

In the RS Line, you sit on cosseting sports seats with just the right amount of bolstering. And while the driver’s side lacks lumbar support (you'll need the cheaper Intens for that), we found no fault after hours sat behind the wheel. Note, however, that the front passenger cushion is fixed up high – perhaps too much so for bouffant hairdos.

Points are regained for the simple and effective ventilation system, heaps of storage alternatives including door pockets that will easily swallow a bottle; the hidden phone charger deftly hidden under the gear selector; multitude of USB ports and ample all-round vision, aided by this grade’s excellent 360-degree camera views.

On the other hand, the multimedia system needs a good old-fashioned volume knob, as relying on tapping a screen is annoying and distracting. What is this? 2013? The gear selector might look flash, but it is infuriatingly fiddly. More on that later in the Drive section.

Furthermore, the chrome-like brightwork on the steering wheel spokes reflect sunlight badly during certain points of the day. The instrumentation’s indicator for which gear ratio is selected in manual mode is way too small and carelessly positioned in the bottom right-hand corner, making it difficult and distracting to read at speed. And two rattles reared their ugly heads: from the driver’s door and hatch.

Access to the rear is tight for longer-legged passengers, but once sat, there is more than sufficient head, knee and leg room sat behind front seats set for 178cm tall occupants. The outboard cushion is shaped for comfort, the (fixed) backrest angle is fine for most riders, and a third person can squeeze in the middle as required. There’s decent vision out and the ambience mirrors the front’s quality. Gloomy the Captur is not.

Absent rear-seat centre armrest, cupholders and overhead grab handles is disappointing, but there are rear vent outlets, access to two USB ports and a 12V outlet, sizeable door storage and map pockets behind both front seats.

Further back, the boot benefits from a low loading lip and wide aperture, revealing a seemingly shallow floor, but it's a fake; the sturdy base can easily be removed or lowered to open up a much deeper load area. Ideal for providing hidden storage.

Compared to the previous Captur, luggage volume grows 81 litres. Boot capacity varies from 422L to 536L taking advantage of the unique sliding back seat, moving forward some 160mm. That's especially handy if your rear occupants are children in capsules or booster seats.

Finally, with the 60/40 rear backrests dropped, that extends to 1275L, bringing some 1.57 metres of flat floor space with it.

In summary, then, the Renault’s interior is a clever class act, and in keeping with the RS Line’s premium aspirations.

Being bigger than before brings benefits.

The Qashqai’s doors open super-wide. Great for entry/egress, winning over SUV sceptics and inflicting damage on adjacent vehicles.

Once sat inside, the people-pleasing presentation continues in this sumptuously-presented Ti grade, with eyes immediately drinking in the pleated leather-faced seat patterns, subtle colour-coded trim, attractive dashboard architecture and the surprising depth of quality in the materials deployed.

As we discovered to our delight, all are further flattered when drenched in the dappled rays of an early autumnal afternoon sun, courtesy of that panoramic hole in the roof.

If you’re expecting the common-sense dullness of some less-ambitious Nissans, a significant mindset reset is required, highlighting the European aspirations of this cosy yet comfy British-built SUV.

In our comparatively brief time in the Qashqai, we also noted the excellent driving position, enveloping support of the fine front seats, user-friendliness of the digital displays (including the head-up dials), clear instrumentation that still manages to convey as much, or as little, data as you need without bamboozling you with info-overload, generous storage and an effective climate-control system.

Plus, that vast sunroof includes a full-sunblock screen – a feature sorely missing in many European and Chinese branded alternatives. Others, take heed.

Our main objection is obstructed over-the-shoulder and rear vision, that’s very obvious when parking in tight spots. Those cameras are essential.

Moving out the back, it’s fairly spacious for most people though knee room remains tight for longer-legged passengers. Most expected amenities are present, such as face-level air vents, USB-A and -C outlets, a centre armrest with cupholders and overhead lighting. And the upmarket ambience carries through, too.

But don’t go expecting any sliding or reclining back-seat versatility, as you might find in some rival SUVs.

Now, here’s an interesting fact. Nissan says there’s no drop in cargo capacity between the e-Power and the regular ICE-powered version of the Qashqai. Indeed, the figure increases, from 418 litres to 452L and, if you lower the back seat, from 1513 to 1518L.

So, how does this magic work? The location of the battery underneath the front seats (rather than under the rear bench) helps, as well as the elimination of the ICE Ti’s 19-inch alloy spare wheel for that infernal tyre-repair kit.

Win some, lose some!

Right now, there’s only the single, Qashqai Ti e-Power grade for Australia.

Starting from $51,590, before on-road costs, it adds $4200 to the price of the regular 1.3-litre turbo-petrol Ti, and is gunning straight for more conventional hybrids like the Hyundai Kona N-Line HEV, Honda’s superb ZR-V e:HEV and the new, second-gen Toyota C-HR Koba.

Now, they’re all conventional hybrids with their internal combustion engine (ICE) doing the driving, so the Nissan has a point of difference – and possibly an advantage – over those.

Note, though, that both the C-HR and Kona hybrids also come in grades costing under $45,000 – something the Qashqai e-Power won’t match until the lower-spec versions arrive in Australia sometime later on.

At least Nissan sees fit to stuff the Ti with luxuries like adaptive LED headlights, a head-up display, panoramic sunroof, hands-free powered tailgate, a 10-speaker Bose audio system, heated front seats with massaging function, pleated leather trim, front and rear USB A/C outlets and 19-inch alloys.

These come on top of expected goodies like dual-zone climate control, a 12.3-inch central touchscreen, satellite navigation, wireless Apple CarPlay, wired Android Auto, digital radio, a wireless phone charger, a surround-view camera, auto on/off headlights and wipers, auto-folding exterior mirrors and ambient lighting.

There’s also a host of welcome driver-assist tech. More on those in the Safety section below.

However, the e-Power loses the essential temporary spare wheel for the fiddly and often-useless tyre repair kit. Not good enough, Nissan.

That aside, they make for a finely-crafted and properly fully-equipped small hybrid SUV out of Europe, that, when considered in that light, offers strong value-for-money against technically less-intriguing alternatives.

Advantage, Qashqai.

Here’s a fun fact.

Below the Captur’s stylish bonnet is a powertrain you’ll find in the least-expensive Mercedes-Benz A-Class, B-Class, CLA, GLA and GLB, as well as the related Nissan Juke and all-new Nissan Qashqai.

Developed as part of an expanded engine family by Nissan nearly 20 years ago now, Renault’s version is dubbed the TCe 155, a Euro 6-rated, 1332cc 1.3-litre direct-injection four-cylinder turbo petrol unit, pumping out 113kW of power at 5500rpm and 270Nm of torque at a low 1800rpm.

Drive is sent to the front wheels via a seven-speed dual-clutch transmission (also found in the other vehicles mentioned above). In the Captur, it features three specific modes – Eco, Normal (called My Sense) and Sport – that change steering, transmission and throttle responses, as well as a set of the aforementioned paddle shifters.

As with all the grades, the RS Line manages the 0-100km/h acceleration time in 8.6 seconds, on the way to a top speed of 202km/h.

Weighing in at a lithe 1267kg, this Captur boasts a power-to-weight ratio of a healthy 89.1kW/tonne.

Now, if you've been underwhelmed by or read negative reviews about this powertrain's refinement and/or performance in the various Mercedes models, Juke or even Renault's own Arkana, then brace yourself. 

All is revealed in the Drive section below.

Under the e-Power’s bonnet is a 1.5-litre three-cylinder, turbo-petrol engine featuring a unique and intriguing, efficiency-enhancing yet performance-boosting, variable compression ratio.

It produces 116kW of power and 250Nm of torque on its own, and is mated to a small-ish 2.1kWh lithium-ion battery and inverter, powering an electric motor that sends drive, via a single-speed reduction-gear transmission, to the front wheels. A set-up Nissan calls 'e-CVT'.

Combined power and torque maximums are 140kW and a considerable 330Nm, respectively. Tipping the scales at 1728kg, the Ti e-Power’s power-to-weight ratio is a healthy 81kW/tonne.

Along with 'Sport' and 'Eco' modes, there’s also a one-pedal driving option that provides electricity-saving regenerative braking that washes off a good deal of speed to substantially slow you down. It's a stepping stone between a hybrid and full EV and you never need to plug it in anywhere.

Nissan made myriad changes to the MacPherson-style strut front and multi-link rear suspension design to accommodate all the additional electrification tech.

Remember towing capacity is half that of the regular Qashqai’s 1500kg (braked trailer), dropping to the latter’s 750kg unbraked figure.

For reasons outlined in the Driving section, the Captur’s natural verve and spirit is contagious, especially if you’re up for a bit of fun, and we ended up extending this car’s legs well beyond what most regular small SUVs experience. In other words, we enjoyed caning it.

As a result of this foolhardiness, fuel consumption probably suffered in our enthusiastic hands, yet we still managed a credible 7.5 litres per 100km gleaned at the pump, against the trip computer’s 7.2L/100km readout.

That’s not too far off the official combined average of 6.6L/100km. Urban/Extra Urban numbers are 5.4 and 8.8L/100km respectively, while the carbon dioxide emissions average is 149 grams/kilometre.

However, note that the 48-litre fuel tank needs 95 RON premium unleaded petrol minimum. Expect over 700km between refills based on the official combined average consumption figure.

Nissan reckons the Ti e-Power should average around 5.2L/100km on a combined urban, extra-urban cycle, which equates to a carbon dioxide emissions rating of 117 grams/km.

We managed a still-commendable 5.8L as indicated by the trip computer, but we did not have a chance to test it at the pump.

Note, as with all Qashqais, the e-Power needs more-expensive 95 RON premium unleaded petrol. Brimming the 55L fuel tank, expect a range of up to around 1050km between refills. That's 150km up on the regular 1.3L turbo versions.

Has Renault finally broken its dreary automatic transmission curse?

The original Captur (and previous Clio) was fun to drive and comfortable to travel in with the old TCe 90 (0.9L three-cylinder turbo) engine/five-speed manual gearbox combo.

But the old 1.2L four-cylinder auto version with the previous six-speed DCT (dual-clutch transmission, also marketed as EDC for Efficient Dual Clutch) suffered from being slow and laggy selecting gears, when all you wanted was an instant shove forward.

No such ailments afflict the Captur II.

Regardless of the DCT, the 1.3L four-pot turbo is a terrifically muscular performer, stepping off the line quickly and smartly, with barely any hesitation or delay. Perhaps the best we've encountered this side of Porsche's PDK transmission.

Even on hills, it is tuned for linear, jerk-free response, aided by a hill-hold function that eliminates the frustration of rolling backwards on inclines. Crawling in heavy traffic, there is none of the flaring or driveline snatch that the old EDC inflicted. Smooth, swift and sweet acceleration is at last available in a modern auto Renault.

And the news gets better as the roads empty out and open up. Throttle response on the move is strong, with speed building up quickly and smoothly. There’s a deep well of torque to draw upon, helped out by the fast-shifting DCT and good spread of ratios, that keep the engine spinning in the sweet spot. It sounds and feels sporty and alive.

Consequently, we reckon the Captur boasts the best application of this powertrain we’ve yet experienced – even amongst the Mercedes models using a variation of it. If only the otherwise-well-rounded Nissan Juke felt as polished as its Renault cousin.

One gripe, though, is the RS Line's gear fly-by-wire gear shifter, which too often fails to engage when you're in a hurry. You need to be slow and measured when selecting Drive or Reverse. Otherwise you may be left panicking mid U-turn. This is our biggest issue with the Captur.

Otherwise, it's plain sailing for France's diminutive SUV.

The Captur’s punchy performance helps it zip into tight spots effortlessly, assisted by direct yet easy steering that weighs up according to whether you’re in relaxed Eco or Sport mode.

Whichever is chosen, the RS Line’s handling is defined by high levels of confidence and composure that only comes with cars that provide feel and feedback.

This, along with linear steering that’s never nervous at speed, means driving the Captur quickly is a blast. Cornering is clean and precise, with the car naturally getting into an easy, gentle flow that makes driver feel part of the car.

This Renault feels connected to the road in more ways than one – and that’s a real rarity in this type of vehicle. Right up there with the animated Ford Puma, this truly is the Clio of smaller SUVs.

The Captur continues to impress when pushed really hard. Driven along a mountain road, there is some body lean through really fast and tight corners, yet is shines with its excellent roadholding abilities. Likewise, this is one small SUV that seems to relish long highway touring. 

Plus, and despite riding on 18-inch wheels, the Captur’s suspension (struts up front and a torsion beam out back, so nothing special or unusual here) is soft enough to soak up most bumps, especially larger speed humps, yet set up to deliver dynamically. It’s way suppler than you might think looking at the twin yellow Renault Sport diamonds on the steering wheel. We suspect the quality Continental PremiumContact 6 215/55R18 H tyres play a big role in this.

Our only concern is the Captur may be a bit too playful in the dirt. Over gravel at speed, the stability and traction control systems take their time to intervene, though they do eventually take over to gently yet emphatically reel in a wiggly rear end before it begins to slide out of control.

Renault has obviously tuned it this way, and it's frankly heaps better than the abrupt or ill-judged set-ups found in other SUVs (hello, Haval), but a mild adrenalin rush will follow if you're not expecting such... initial looseness.

If you love driving and hate the thought of dull SUVs, the Captur is the one for you.

Two things are obvious soon after the driver presses the starter and silently whooshes away in a Qashqai Ti e-Power.

Firstly, there’s a real weight to it, highlighting this as a solid (as well as heavy) vehicle of substance. And, secondly, once over this initial impression, everything then seems completely normal and intuitive. There’s nothing alien going on here.

Despite the mass, acceleration is brisk, with throttle response becoming even livelier once on the move, since you can feel all that instant torque on tap, even with a light flex of your right foot.

Pushing down harder, it should soon become clear this is a fast machine, so keep an eye on that digital speedo display. It caught us out a couple of times during our test drive through central Victoria.

Using the driving modes reveals varying behaviour according to the settings. In Eco mode the e-Power has a smooth and relaxed gait; performance is Normal seems more spirited while in Sport responses are appropriately stronger and more urgent.

It’s worth keeping the latter in mind, because the chassis is set up for a sporty, Euro feel, meaning there’s a tautness to the suspension that's a little at odds with the plushness of the interior. This isn’t a soft, bouncy ride.

Rolling on a 235/50 R19 wheel and tyre package, there’s a pleasing balance of steering feel, handling agility and roadholding grip, resulting in a dynamically athletic and reassuringly controlled vehicle, even at speed through tighter corners. However, as with the e-Power’s acceleration delivery, the keener driver has to first push through a level of inertia to discover this.

One trait worth keeping in mind is that the tail can become loose and even slide out a little before the ESC quickly yet calmly reels it back in, if you attempt to take a bend too fast. Beware, though, that as the roads were hot and dry during our drive, we cannot attest to how this behaviour will manifest in the wet. Should be fun if you’re a keener driver. We weren’t expecting that.

What else? The easy e-Pedal function works well, providing significant braking up to a point, without bringing the vehicle to a full stop. It soon feels second nature.

Plus, unlike most Toyota hybrids, many EVs and even the X-Trail Ti e-Power we tested recently, the smaller-brother Qashqai avoids that oddly wooden brake-pedal feel, though again, a test in inner-urban traffic may reveal something else.

And, finally, over coarse-chip surfaces, there’s a bit too much tyre or road-noise intrusion coming inside, though over the smoother stuff, you’ll also feel blissfully cocooned in the comfort the Ti packaging provides.

Overall, then, the Qashqai e-Power is a swift, agile and entertaining drive, as well as safe and secure, revealing a further depth to Nissan’s engineering talent and capability.

The e-Power is included with the rest of the existing Qashqai range in scoring a five-star ANCAP crash-test result in 2021.

It features seven airbags including front-centre and front-to-rear curtain coverage.

You’ll also find front and rear Autonomous Emergency Braking (AEB) with pedestrian, cyclist and back-over detection, blind-spot warning, lane-keep assist systems, adaptive cruise control with full stop-go function, a driver fatigue monitor, auto high beams, traffic sign recognition, front and rear parking sensors, ABS with brake assist, Electronic Brake-force Distribution, hill-start assist, stability control, traction control and a surround-view monitor.

There’s also a vehicle approach sound for pedestrians.

Note that Nissan’s AEB kicks in from 5.0-130km/h, pedestrian and cyclist AEB from 10-80km/h, and the lane support systems work between 60-250km/h.

ISOFIX child-seat latches are fitted to outboard rear seat positions, while a trio of top tethers for straps are included across the rear bench.

Renault offers an industry-standard five-year/unlimited kilometre warranty under its ‘Easy Life Ownership’ program, which also includes five years of capped-price servicing and “service-activated” roadside assistance – as long as you have the work done at a Renault-sanctioned dealership. That's when it is renewed annually.

Service intervals are every 12 months or 30,000km (regardless of make/model, we'd recommend a visit to the garage at half that mileage at the very least, though), and are listed at the time of publishing on the Renault website as costing $399 for the first three and fifth services, and $789 for the fourth (48 months/120,000km).

Like all Qashqais, the Ti e-Power offers a five-year/unlimited kilometre warranty that also includes roadside assistance. Nothing unusual there.

Service intervals are at every 12 months or 10,000km. The latter is 5000km sooner than in the ICE equivalent, by the way.

Nissan also offers a choice of servicing options, starting with the Capped Price Servicing that is nearly a thousand dollars cheaper than the regular ICE versions of the Qashqai over the six-year period as published on the company’s website, at around $2850.

Pay in advance and there’s an additional 10 per cent discount. Of course, terms and conditions apply.